Rudolf i-iaub



(No Model.) 2 Sheets--Sheet 1. R. HAUB.

GAR GOUPLING. No. 553,239. Patented Jan; 2l, 1896.

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(No Model.) 2 Sheets-Sheet 2. R. HAUB. e

GAR GOUPLING.

No. 553,239. Patented Jan. 21, 1896.

UNITED STATES PATENT OEEICE.

RUDOLF IIAUB, OF BERLIN, GERMANY.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 553,239, dated January 21, 1896.

Application filed January 23, 1895. Serial No. 535,964. (No model.) Patented in Germany October 17, 1894,1l'o. 81,126; in France October 31,1894, No. 242,541; in Belgium November 24, 1894, No. 112,861; in Luxemburg November 2'7, 1894, No. 2,182; in England November 80, 1894, No. 23,239, and in Switzerland December 3, 1894, No. 9,384.

invented new and useful Improvements in Automatic Couplings for Railway-Cars, tbc., (patented in Germany, No. 81,126, dated Oc tober17,1894; in Belgium, No. 112,861, dated November 24, 1894; in France, No. 242,541, dated October 81, 1894; in England, No. 23,239, dated November 30, 1894; in Switzer land, No. 9,384, dated December 3, 1894, and in Luxemburg, No. 2,182, dated November 27, 1894,) of which the following is a speciflcation.

This invention relates to couplings for railway-vehicles by means of which two vehicles are automatically coupled by being brought together, and its objects are to effect the coupling in a simple and eliicient manner and so that the connection once made may not accidentally be released.

The accompanying drawings, reference to which is hereinafter made, illustrate the construction and arrangement of the improved coupling and the method of operation.

Figure 1 illustrates in elevation the coupling applied to the adjacent ends of two vehicles. Fig. 2 represents a plan of the same coupling.

The draw-bars A u each carry a hinged or pivoted link or bow B b capable of falling over the hook C or c of the opposite draw-bar. The links B b are pivoted within the slots M m formed in the extensions V fo upon the draw-bar. Upon the left-hand side of Fig. 1 the parts are shown with the link in its raised position and on the right-hand side after co upling has been effected.

Similar letters of reference are employed to denote similar parts, small letters being used in connection with one vehicle and capitals with the other. 4

The couplings upon each end of the vehicle are alike, so that it will be necessary only to describe one of them.

The draw-bar A is guided within the frame R so as to be incapable of rotation, and is furnished with the springs Q and T P. The slot M is so shaped that the link B is capable of two movements therein, rotary and linear. The pin or spindle N of the link is formed with two flats upon its side, so that it can pass the narrow part of the slot. The link B is attached by means of cords or chains O to the end of a forked lever G secured to a shaft l-I carried by the bearings U and furnished at one end with a handle J. The forked lever carries a pin K capable of engaging with the upper end of an oscillating lever E, the other end of which has attached a link d suitably shaped and guided by the plates L. The lever E is pivoted upon a suitable bracket F. As shown on the left-hand side of Fig. 1, the link b is maintained in its raised position by the engagement of the pin 7o with the upper end of the lever e.

Then two vehicles are to be coupled together the hooks C c on the ends of their respective draw-bars are brought into contact.`

Further pressure causes the draw-bars to be pressed into the frames of the vehicles, and as it is impossible to make the springs Q q of exactly the same strength one of the drawbars is bound to be moved to a greater dist-anoe than the other. We will assume that the draw-bar A has the greater movement, the positions of the parts at the commencement of the movement being shown at the other side of the figure. The projection comes into contact with the end of the link l) and moves the lower end of the lever E backward, thus moving the upper end forward away from the pin k and allowing the link B to fall by rotation on its pivot. This rotation is continued until the link comes to the point of the opposite hook c, when the iiats upon the spindle N come into such a position as to allow it to fall down the slot M, the link B assuming the position shown on the right-hand side of the figures.

The link B cannot be raised by a simple rotation, as its cen-ter of rotation has been moved backward. An additional security against accidental disengagement is provided by the 9 second link falling upon the first. Owing to rIOO cessive movement of the draw-bar A. Thel falling link B effects the partial rotation of the shaft II.

To disconnect the Vehicles the handle .,T of the shaft H is turned and the chains or cords O raise the spindle N of the link B to its highest position in the slot M. The link is here capable of rotary movement, and the further movement of the handle J causes it to rotate until it is clear of the hook c and is inits highest position. The lower. end of the lever E then swings forward and its upper end engages -With the pin K and holds the coupling in its highest position.

In order to prevent coupling taking place when it is not desired-such, for instance, as in operation of shunting-a hook X or other similar device is mounted upon the vehicle and may be engaged With a projection W, the handle J or the shaft H, so as to prevent the rotation of the latter.

Having now described my invention, what I claim, and desire to secure by Letters Patent, is-

In an automatic coupling for railway Vehicles the combination of a hooked movable draw bar having a slotted projection formed therein, a boW or link pivoted Within the slotted projection, a lever by means of which the parts are released upon the backward movement of the draw bar, and a shaft for raising the link to effect uncoupling all constructed arranged and operating substantially as here' 

